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Colloidal carbon dots (C‐dots) are considered as promising heavy‐metal‐free materials to achieve room‐temperature phosphorescence (RTP) properties for promising applications, such as photoelectronic devices, information encryption, and bio‐imaging. However, most of the current obtained RTP C‐dots have a short lifetime with a relatively low quantum yield (QY). In this work, the C‐dots large‐scale synthesized via a vacuum heating approach have multiple RTP emissions (blue, green, and yellow), a long RTP lifetime of as high as 1.92 s, and a high QY of 34.4% by selecting different types of precursors, which is superior to most of reported RTP C‐dots. The multiple atoms doping and strong bonding between neighbored C‐dots promoted by vacuum heating contributes to the excellent RTP properties. As a proof‐of‐concept, the as‐obtained RTP C‐dots are used as optical ink for flexible security codes, exhibiting a bright shape with a lifetime of 1.37 s. This work offers an efficient approach for producing large‐scale high‐quality RTP C‐dots, which can be applied to anti‐counterfeiting and information encryption systems. [ABSTRACT FROM AUTHOR]

Carbon dots (C-dots) have excellent optical properties and serve as optical building blocks for various potential applications. However, the origin of the double emission in C-dots is still unclear. It is highly desirable to understand deeply the exciton dynamics in double-emission C-dots on the picosecond time scale. Herein, for the first time, double-emission boron-doped carbon dots (B–C-dots) are synthesized with a quantum yield as high as 41.1%. The B–C-dots have an excitation-dependent quantum yield and photoluminescent spectrum. Compared to one dominant energy state in undoped C-dots, B–C-dots exhibited multiple energy states, as proved by femtosecond transient absorption spectroscopy. The controllable double emissions advance the design of a high-level anticounterfeiting code. As a proof-of-concept, by the combination of single-emission and double-emission C-dots, we produced a highly bright excitation-dependent photoluminescence code, showing the great potential for anticounterfeiting systems. [ABSTRACT FROM AUTHOR]

The calculation method of deterioration factor of durability test in China 6 emission regulation of light-duty vehicle is studied. The difference between multiplication and addition in the implementation of the regulations is obtained. The results show that the additive DF can keep the actual deterioration level of the car, while the multiplication DF will change the deterioration level of the car and enlarge the error; With the decrease of emission limit, multiplication DF makes it more difficult for vehicles to pass through emission limit value than add DF; For emission consistency inspection, the two degradation factors have advantages in different regions.

The new diagnostic items such as fuel system, VVT and cold start emission reduction strategy are tested for several vehicles meeting the requirements of the China 6 emission standards of light-duty vehicles. The test results show that the fuel system fault will increase the emissions of NMHC, NOx, CO and other pollutants by 0.7-7.5 times, and the emissions of lean mixture, rich mixture and uneven cylinder to cylinder faults will increase to different degrees; VVT fault will increase NMHC and CO emissions by 1.2-2.9 times and NOx by 1.6-6.1 times; The failure of cold start emission reduction strategy will increase NMHC, NOx and CO emissions by 4.2-9.0 times and NOx by 2.1-2.2 times; It is necessary to strengthen the monitoring of these diagnostic items and tighten the requirements in the future emission standards.

The real driving emissions (RDE) of an in-use gasoline an in use diesel light-duty (LD) vehicle , both are SUV type, are studied based on portable emission measurement system (PEMS). The gasoline vehicle complying with emission standard of China 6 with a mileage of about 50000 km, and the diesel vehicle in this study is complying with emission standard of China 5 with a mileage of about 130000 km for there are hardly any China 6 diesel vehicles in-use in major city. Special attentions are paid on their emission behaviors at high altitude conditions (1300 to 3000 m above sea level). It is observed that the RDE test approach is still feasible for revealing in-use real driving emissions at extremely high altitudes (>1300 m, which is beyond the upper limit of extended altitude conditions according to the Euro 6 regulation). The results reveals that for in-use China 6 gasoline vehicle, the efficient three way catalyst (TWC) is capable of handling NOx, CO emission sufficiently, accompany with port fuel injection that guarantees the RDE test results (NOx, PN, CO) fulfill the China 6 emissions standards (which are 35 mg/km, 6E11 #/km and 500 mg/km respectively). And for China 5 in-use diesel vehicle, EGR as the only NOx control means is not sufficient which brings extremely high real driving NOx emission, with the maximum value exceeds about 3.7 and 23.2 times of the China 5 and China 6 NOx emission limits, but on the other hand, the PN emission is only about 1% of the China 6 PN standard value for the usage of DPF.

Based on a large number of test data obtained from real driving emission test of gasoline vehicles, the emission performance of vehicles with different technique route under real driving conditions were studied, the emission sensitivities and feasible schemes to meet the China 6 RDE standards for vehicles with different technologies were also evaluated. It is revealed that for the tested fleet covering different emission control technologies and under current proposed RDE limit, the passing rate can reach 72% at the initial implementation stage of China 6 standard, and increased to more than 85% after more than one year of China 6 standard implementation, the main failure cause were the over standard emission of PN; the RDE pollution control level of domestic brands is equivalent to that of the foreign brands, but there is a certain gap between WLTC pollution control level; adding GPF is a relatively safe technology to deal with PN emission both in on road RDE tests and laboratory WLTC tests, and vehicles with additional coated GPF can obtain relatively better NOx emission performance.

In order to satisfy regulations of CHINA 6 and the corresponding standards of fuel consumption, a variety of advanced technology are adopted. While manufacture calibrate engine based on WLTC and NEDC test cycle during development process, and the technical route is still a lack of a large number of test research on CLTC. This article firstly investigates mainstream technology on market, then in-depth study influence of different test cycle on emissions and fuel consumption, comparing difference of test data to evaluate the potential of each technology route for emission and fuel economy, as well as the adaptability of each technology route under CLTC. Finally, to seek the advanced technology route of energy-saving and emission reduction applicable to national conditions.

During the development of a model equipped with dual VVT engines, a higher temperature of the catalyst was discovered. Therefore, the sweep point of VVT is optimized under low speed and high load conditions. The test results show that VVT has a significant effect on the temperature of the catalytic converter, and the temperature of the catalytic converter has decreased after optimization. At the same time, the VVT opening has little effect on the dynamics. In addition, VVT has an effect on the knocking tendency of the engine. When the knocking tendency increases, the temperature of catalytic converter and power performance of the engine are deteriorated. On the contrary, if the ignition angle can be advanced, the performance of the engine can be optimized.

A 2.0T gasoline engine was modified to a dual-injection engine. Numerical simulation method is used to study the influence of fuel type and fuel injection strategy on the in-cylinder mixture formation process, combustion process and soot emission of dual-injection gasoline engine. The simulation results show that an appropriate increase in the intake port fuel injection ratio can improve the uniformity of the air-fuel mixture. Increasing the fuel injection ratio in the intake port of the dual-injection system, the proportion of fuel directly injected into the cylinder decreases and the oil film distribution in the cylinder is reduced. Among the three injection schemes, the flame front of the D85 injection scheme reaches the cylinder wall earliest, and the flame spreads faster; the soot mass fraction generation decreases with the decrease of the GDI injection ratio. In particular, the amount of soot generated under the D65GDI injection ratio is significantly reduced.

To further improve air quality in China, especially ozone and fine particulate matter (PM2.5), additional reductions of volatile organic compounds (VOCs) are needed. Evaporative emissions from internal combustion engines (ICE) and hybrid vehicles are known to be an important source of VOCs in urban cities, which can be efficiently reduced through the introduction of more stringent regulatory standards. The most stringent global standards for evaporative emissions are the U.S. Tier 3 light-duty vehicle standards. This study compares the evaporative emissions of light-duty ICE vehicles designed to China 6 and U.S. Tier 3 regulations for both China and U.S. test conditions. Data are analyzed from manufacturer testing of full vehicle evaporative emissions conducted in the laboratory following U.S. Tier 3 and China 6 certification test methods utilizing Sealed Housing for Evaporative Determination (SHED) chambers equipped with Flame Ionization Detection (FID) analyzers. Vehicles designed to U.S. Tier 3 standards are observed to have 64% lower diurnal and hot soak evaporative emissions and 98% lower canister bleed emissions relative to vehicles designed to China 6 standards. U.S. Tier 3, U.S. Tier 2, and China 6 light-duty evaporative emission certification values submitted by manufacturers are also compared. The average of all current U.S. Tier 3 certifications is, on average, 52.4% lower than the average of all China 6 certifications. The results from the testing and data analysis of five vehicles, with comparison to the certification data, suggest that the introduction of standards equivalent in stringency to U.S. Tier 3 in China can significantly reduce evaporative emissions relative to China 6. [ABSTRACT FROM AUTHOR]

Wheat stripe rust caused by Puccinia striiformis f. sp. tritici occurs widely in China and seriously affects wheat production. Global warming could profoundly impact the incidence and prevalence of low-temperature diseases such as stripe rust. Studies on the effects of temperature on the distribution of overwintering stripe rust could help us understand the incidence and prevalence of the disease and could also provide support for monitoring, forecasting and developing control strategies. An exponential model and a spherical model of the ordinary Kriging method in the ArcGIS platform were used to predict the overwintering regions of stripe rust based on the probability that the average temperature of the coldest month from December to February was higher than -6 or -7ºC from 2001 to 2012. The results showed that the areas with a probability between 70% and 90% were transition regions for the overwintering of stripe rust. Based on annual mean temperature of the coldest month from December to February for 2001 to 2012, overwintering distribution of stripe rust was likewise evaluated. The boundary for overwintering of stripe rust was consistent with the areas where the probability was predicted to be 70% to 90% for the overwintering distribution of stripe rust, but the boundary was shifted northward toward Beijing in North China. Some areas in Xinjiang, including Akto, Pishan, Hotan and Yutian, were also predicted to be suitable for the overwintering of stripe rust.